If you’re searching for the most effective ARRMA Mojave suspension shock setup, you’re not alone. Many bashers want the right damping, spring rates, and geometry for their terrain, but ARRMA’s 6S platforms behave very differently from each other. Here’s a real-world, 2026 breakdown of Mojave vs Kraton and Typhon shock tuning, handling quirks, and practical upgrades.
ARRMA Mojave 6S: Factory Suspension Setup & Tuning Details
The ARRMA Mojave 6S comes with long travel, 16mm bore aluminum shocks front and rear, set up from the factory for mixed terrain. These shocks are filled with 45wt oil, and use 78mm front/98mm rear springs. Ride height is approximately 43mm at the chassis. This setup provides a balance between bump absorption and stability at speed. The stock shock pistons have 4×1.6mm holes, which gives moderate pack on landings, but can bottom out hard on bigger jumps. For 2026, the Mojave V2 retains the same basic geometry as earlier models, but ARRMA updated the spring steel and added slightly longer rear droop to reduce slap over whoops. In our real-world runs, we found the factory oil weight is decent for general bashing, but on rough dirt or with heavier wheels, bumping up to 50wt oil and fitting +10% stiffer springs reduced excessive squat and improved mid-corner stability. The Mojave’s shocks are angled more vertically than the Kraton’s, which gives better small-bump compliance at the expense of roll resistance. This design helps the Mojave float over ruts and loose surfaces, but makes it more prone to body roll on tarmac. ARRMA’s large-bore shock caps and bladders are robust, rarely leaking in our experience even after 100+ battery cycles. Still, after a season, the O-rings can swell, causing minor weepingchanging them yearly is smart. The Mojave’s shock towers are 7075 alloy and rarely bend, but the plastic rod ends will pop off if you cartwheel at speed. Swapping to EXB rod ends and pivot balls helps, especially if you bash hard or run oversized tires.
→ ARRMA Mojave 6S, The definitive desert truck platform for mixed-terrain handling and endless suspension tuning potential.
As for tuning: adding preload spacers, adjusting droop screws, and moving shocks to alternate tower holes will all affect how the Mojave rides. Raising the upper mount on the tower increases roll resistance but can make the truck feel nervous over bumps. Setting rear droop so the lower arms hang just above horizontal (truck at rest, wheels off the ground) gives the best balance for most dirt or gravel bashing. For smoother surfaces, less droop and lighter oil (down to 40wt) can make the Mojave feel more planted. If you’re running big jumps, try 6-hole pistons (1.5mm) with 50–55wt oilthis slows compression, adds bottom-out resistance, and helps prevent blowing through the stroke. We’ve found the stock spring rates are actually a touch soft for 6S-level launches, especially with heavier batteries or aftermarket bumpers. Upgrading to the stiffer EXB spring set or using two spacers on each shock helps. Don’t forget ride height: too low, and the Mojave will drag its chassis over rough terrain. Too high, and it’ll traction roll in fast corners. Target 40–45mm under load for most surfaces. Finally, the Mojave’s sway bars are thinner than the Kraton’s, so if you find it rolling excessively on high-grip dirt, consider fitting the Kraton’s rear sway bar for extra control.
Kraton 6S: Suspension Tuning & Handling Compared
The Kraton 6S (V5 BLX, 2026) ships with similar 16mm shocks, but the chassis geometry is more squat and the suspension arms are far beefier. From the box, it uses 50wt oil, 84mm front and 92mm rear springs, and stands at 38mm ride height. The Kraton’s suspension is set up for big air, hard landings, and aggressive bashingthink BMX jumps, skateparks, and rough construction sites. The shock pistons are 4×1.8mm, offering a bit more pack than the Mojave’s, which makes the Kraton less likely to bottom out but also more likely to bounce if you land off-angle. The arms and bulkheads are reinforced, and the shock towers are even thicker than the Mojave’s. In our experience, the Kraton can take much harder hits before any damage occurs. It’s less sensitive to preload or droop changes, but more affected by oil viscosity. For high-grip surfaces, dropping to 45wt oil lets the wheels stay planted, reducing hop. Out of the box, the Kraton’s rear sway bar is thicker (2.5mm vs the Mojave’s 2.0mm), which really helps with flat cornering at speed, though it does make the rear end more likely to kick out on loose gravel. On dirt and gravel, the Kraton tracks straight and soaks up bumps with less chassis movement than the Mojave. However, on uneven terrain, the stiffer stock springs can make it feel bouncy if you don’t keep shock oil fresh. We recommend changing oil every 35–40 runs.
→ ARRMA Kraton 6S, The classic basher with legendary air control and beefy suspension, ideal for hard landings and big jumps.
For tuning: if you want more plushness, swap in the Mojave’s shock pistons (1.6mm holes) and run 47.5wt oil for a more controlled rebound. On skatepark surfaces or for stunt runs, many bashers add up to 60wt oil and install stiffer springs all around, especially if using heavier aluminum wheels. The Kraton’s shock mounting locations give a lot of adjustment: mounting further out on the arm increases leverage, softening the effective spring rate and giving more plush initial movement. On the tower, mounting higher increases roll resistance but can make the truck twitchy at high speeds. Our team prefers running the shocks one hole inward from stock on the arms for general bashing, and up one hole on the tower for better air control. If you’re running 6S at full punch, consider adding rear droop to let the chassis settle over bumps instead of skipping. Finally, the Kraton’s EXB spec brings CNC 7075 towers and beefier pivots, which are almost mandatory for serious bashers. The factory O-rings are durable, but with heavier oil, expect to rebuild every 30 runs or so. The Kraton’s sway bars are a key difference: running the Mojave’s thinner bars can make the Kraton more forgiving on rough ground, but also more likely to traction roll if you push hard in corners.
For more on the Kraton vs Typhon suspension geometry, check out our ARRMA Grom suspension comparison, which covers similar tuning principles in the smaller scale.
Typhon 6S: Race Buggy Precision & Shock Setup Nuances
The ARRMA Typhon 6S (V5, 2026) is built for track speed, not massive jumps, so its suspension is tuned for precise handling and maximum tire contact. It runs 16mm shocks as well, but with shorter springs (front 70mm, rear 85mm) and firmer pistons (4×1.5mm). Stock oil is 42.5wt, which gives fast response for rutted tracks and high-frequency bumps, but doesn’t offer as much bottom-out protection as the Kraton or Mojave. Ride height as set is only 29–32mm at the chassis. The Typhon’s arms are narrower and lighter, and the shock towers sit lower for better CG. In our testing, the Typhon corners flatter than either the Mojave or Kraton, but it pays for it in rough ground stability. Hitting a lumpy dirt section at speed will unsettle it much more than the other two, but on a prepared track or short grass, it’s untouchable. The sway bars are the thinnest of the three (1.9mm rear) and the shocks are mounted at a much steeper inward angle, which means small damping changes make a huge difference. Across 2026, the Typhon hasn’t changed much in this area, but ARRMA did update the shock bladders to reduce air mixing, so bleeding them is less of a chore now.
→ ARRMA Typhon 6S, The track-ready 6S buggy for precision handling and fastest cornering, ideal for technical racing or backyard speed runs.
For tuning: if you want the Typhon to handle bigger jumps, go up to 47.5wt oil and use rear springs from the Mojave or Kraton to add pack. On rougher dirt or gravel, raise ride height to 35mm and limit rebound to keep the chassis from bouncing. For tarmac or hardpack, the factory setup is close to perfect, but some racers prefer lighter oil (down to 37.5wt) and stiffer front springs to sharpen turn-in. The Typhon’s anti-roll bars are easy to swap, and a slightly thicker rear bar (2.0mm) can help keep the rear flat in high-speed sweepers. The biggest failure point is the front shock shaftsthey’ll bend if you nose-dive hard off a jump. Consider upgrading to titanium shafts if you bash as hard as you race. On the electronic side, the Typhon’s lighter weight (3.8kg RTR) means it’s more sensitive to battery massheavier 6S packs can make the suspension feel overdamped, so adjust oil weight accordingly. The Typhon’s bulkheads are less robust, and hard landings can tweak the towers. For bashing, swap to EXB towers and pivot balls. If you want a deeper dive on Typhon tuning, see our track test at Mini Kraton vs Typhon Grom.
Key Differences That Actually Matter (Mojave vs Kraton vs Typhon)
The Mojave, Kraton, and Typhon 6S all run 16mm shocks, but their suspension philosophies are completely different. The Mojave prioritizes ground tracking, the Kraton focuses on impact absorption, and the Typhon aims for precision and low CG.
The first meaningful difference is ride height: Mojave sits at 43mm, Kraton at 38mm, Typhon at 30mm. This affects both stability in corners and ability to clear obstacles. The Mojave’s extra height lets it handle rough terrain and ruts better, while the Typhon is lower for tarmac and racing.
Second, shock travel: the Mojave has the longest shock stroke (front: 96mm, rear: 108mm), letting it soak up big bumps. The Kraton is close behind (front: 90mm, rear: 104mm), but its stiffer springs make it less plush. The Typhon’s shocks are shorter (front: 78mm, rear: 92mm), prioritizing response over big air control.
Third, sway bars: Mojave’s are thinner, tuned for compliance. Kraton’s are thickest for extreme bashing. Typhon’s are lightest, for sharpest response. Sway bar changes can dramatically alter how each platform corners, especially on high-grip surfaces.
Fourth, shock piston tuning: Mojave and Typhon use smaller piston holes (1.5–1.6mm), giving more pack and fast response. Kraton uses larger holes for more oil flow and better hard landing absorption. If you swap pistons between platforms, you’ll feel an immediate difference in both mid-corner composure and landing behavior.
Fifth, chassis flex: the Mojave’s longer chassis and open fender design lets it flex more over rough ground, while the Kraton’s stiffer, shorter chassis makes the whole car pivot over its center. Typhon is the stiffest but smallest, so it feels most directthis is great for tracks, but punishing on rough dirt. Finally, all three use slightly different arm lengths and mounting geometries, so spring rate and shock oil changes don’t translate 1:1 between models.
Don’t forget weight: Mojave RTR is 4.8kg, Kraton is 5.3kg, Typhon is 3.8kg. Heavier models need stiffer springs and thicker oil, especially if you run the heavier 6S 6000mAh+ packs popular in 2026. For more on battery compatibility and weights, see our 2026 LiPo battery guide.
Side-by-Side Specs: Mojave 6S vs Kraton 6S vs Typhon 6S
| Feature | Mojave 6S V2 | Kraton 6S V5 | Typhon 6S V5 |
|---|---|---|---|
| Weight (RTR) | 4.8kg (10.6 lbs) | 5.3kg (11.7 lbs) | 3.8kg (8.4 lbs) |
| Shock Length (F/R) | 96mm / 108mm | 90mm / 104mm | 78mm / 92mm |
| Spring Rate (F/R) | 78mm / 98mm (med) | 84mm / 92mm (stiff) | 70mm / 85mm (firm) |
| Shock Oil (Factory) | 45wt | 50wt | 42.5wt |
| Piston Size | 4×1.6mm | 4×1.8mm | 4×1.5mm |
| Ride Height | 43mm | 38mm | 29–32mm |
| Sway Bar Diameter | 2.0mm (rear) | 2.5mm (rear) | 1.9mm (rear) |
| Chassis Length | 715mm | 605mm | 511mm |
| Arm Length (F/R) | 120mm / 148mm | 118mm / 145mm | 102mm / 125mm |
| Tower Material | 7075 alloy | CNC 7075 EXB | 6061 alloy (upgradable) |
| Top Speed (Stock) | 60+ mph (96 km/h) | 60+ mph (96 km/h) | 70+ mph (113 km/h) |
Real Terrain Performance: How Shock Setup Changes Handling
Suspension setup affects how each ARRMA 6S platform tackles real-world terrain. In our group tests, the Mojave’s long shocks and high ride height let it power through rutted dirt, grass, and rough gravel without skipping. With 50wt oil and EXB springs, it absorbed jumps with only minor chassis slap, and stayed stable at 45–50 mph over rough ground. On tarmac, though, the Mojave’s taller stance and soft sway bars meant more body rolltightening up with Kraton sway bars helped, but it never felt as precise as the Typhon.
The Kraton excelled at big air and freestyle bashing. Its stiff springs, thick sway bars, and beefy arms made it nearly indestructible at the skatepark. With 55–60wt oil, landings were controlled, even from 2m+ jumps. On loose gravel, it tracked straighter than the Mojave, though it bounced more on sharp ruts. Tuning the shocks to 47.5wt made it more compliant for backyard dirt or bumpy lawns. Kraton’s low CG and short wheelbase made quick changes of direction easy, but it could get unsettled at top speed without enough droop or if the oil thinned out.
The Typhon was at home on hardpack, short grass, and race tracks. With stock oil and springs, it darted through corners and maintained tire contact even when the surface wasn’t perfect. Raise the ride height and add stiffer springs, and it became a decent basher for smaller jumps, but it was always the most likely to nose-dive or bounce on big landings. On gravel or rough dirt, the short suspension travel was a limitationgoing up to 47.5wt oil and using Mojave rear springs helped, but couldn’t match the float of the other two. For technical racing and high-speed control, though, nothing matched the Typhon’s tuning flexibility.
Failure points were also terrain-dependent. The Mojave’s rod ends and shock shaft seals wore out fastest on sandy or muddy runs. The Kraton’s tower screws could loosen after repeated hard slams, and the Typhon’s shock shafts were prone to bending on nose-heavy landings. Regular shock maintenance, O-ring replacements, and checking all hardware after each session kept these issues minimal. For all three, proper battery weight distribution and correct shock oil viscosity prevented most tuning headaches.
→ 6S LiPo Battery, The heart of all 6S ARRMA platforms. Higher capacities add weight, which directly affects suspension tuning and handling on rough terrain.
→ LiPo Balance Charger, Fast, reliable charging is a must for anyone running multiple packs and regular suspension tuning sessions.
→ Metal Gear Servo, A robust steering servo ensures precise control, especially after upgrading shocks and springs for heavier-duty bashing.
Buying Guide: Which 6S Suspension Setup Fits Your Driving?
The best ARRMA 6S suspension shock setup depends entirely on how and where you drive. For mixed surfaces, the Mojave 6S offers the most versatile platform. Its long travel, moderate spring rates, and compliance over rough ground make it ideal for dirt, grass, and gravel. If you want a suspension that can handle both jumping and high-speed blasting, this is the one to start with. The Kraton 6S is the king of big jumps and hard landingsits stiffer shock oil, beefy sway bars, and low-slung chassis make it nearly bulletproof when sending it off skatepark ramps or construction site piles. If bashing is your style, and you aren’t afraid of a little extra weight, the Kraton’s suspension tuning range will reward you. The Typhon 6S is all about technical handling and track performance. If you run on prepared tracks, short grass, or tarmac, its sharp shock response and light spring rates give unbeatable grip and corner speed. It’s less forgiving on rough stuff, but with shock upgrades and careful setup, it can still bashjust don’t expect Kraton-level air control.
For 2026, pricing remains stable: the Mojave 6S V2 retails at roughly $650 USD RTR, the Kraton 6S V5 at $670, and the Typhon 6S V5 at $630. All three benefit from running a solid 5000–6000mAh 6S LiPo and a quality balance chargerdon’t skimp here, as inconsistent voltage or sudden voltage sag can ruin even the best suspension tuning.
Upgrades to consider: EXB shock towers and rod ends for Mojave and Kraton, titanium shock shafts for Typhon, and high-torque metal gear servos for all three (especially if you tune the suspension for heavier batteries or rougher ground). If you’re shopping in 2026, confirm you’re getting the V2 (Mojave) or V5 (Kraton/Typhon), as prior generations have less robust hardware and different spring rates.
If you’re just starting out, stick with the stock oil and springs for 10–15 runs, then start experimenting with oil weight and spring preload. Keep a log of your changessuspension tuning is a science as much as an art, and what works on your local dirt lot might not translate to the skatepark or race track.
Frequently Asked Questions
How often should I change shock oil on the Mojave 6S?
Shock oil on the Mojave 6S should be changed every 30–40 runs, or sooner if you notice excessive chassis slap, decreased damping, or visible leaking. Frequent bashing on dirt or gravel can accelerate oil breakdown, so check shock performance regularly and rebuild as needed.
What oil weight is best for Mojave shock tuning?
The best oil weight for Mojave 6S stock shocks is 45–50wt for general bashing on dirt, grass, and gravel. For big jumps or heavier batteries, go up to 55wt. On smooth tarmac, drop to 40wt for better compliance. Always match oil weight to spring rate and driving surface.
Can I use Kraton or Typhon springs on the Mojave?
You can swap Kraton springs onto the Mojave for a stiffer setup, which helps with big jumps and heavy 6S packs. Typhon springs are firmer but shorter, so they do not fit Mojave shocks properly without custom spring perches or spacers. Always check spring dimensions before swapping.
Why does my Mojave bottom out after jumps?
If your Mojave bottoms out on landing, your shock oil may be too thin, springs too soft, or shock pistons too large. Upgrade to stiffer springs, use 6-hole pistons (1.5mm), and run heavier oil (50–55wt). Check that shocks are not leaking or low on oil, and set proper preload.
Is the Mojave more stable than the Kraton or Typhon?
The Mojave is more stable on rough dirt and loose surfaces due to its longer chassis, higher ride height, and compliant suspension. On tarmac or hardpack, the Typhon is more precise, while the Kraton is more stable for jumps and aggressive bashing. Each platform excels in different conditions.
Do I need to upgrade to EXB shock towers on the Mojave?
Upgrading to EXB shock towers on the Mojave adds strength for extreme bashing or heavy landings. The factory towers are robust, but EXB versions resist bending and flexing better. If you frequently take big jumps or install stiffer springs, EXB towers are a worthwhile investment.
Are sway bars important for Mojave tuning?
Sway bars help control chassis roll and improve cornering stability, especially on high-grip surfaces. The Mojave’s thin sway bars can be swapped for Kraton bars if you want sharper handling. Adjusting sway bar thickness is an effective way to fine-tune the Mojave’s handling for specific terrains.
Final Verdict: What’s the Best ARRMA 6S Suspension Setup in 2026?
After thousands of battery packs and every kind of terrain, it’s clear that no single ARRMA 6S suspension shock setup is best for everyone. The Mojave 6S stands out for its ability to handle varied groundif you drive on loose dirt, grass, and gravel, or want the most forgiving ride for jumps and ruts, the Mojave’s long travel, moderate oil (45–50wt), and compliance make it the most versatile. Tuning with slightly stiffer springs and heavier oil lets you tailor it for heavier packs or more aggressive jumping without losing its signature float.
The Kraton 6S remains the king of big air and freestyle abuse. If your primary goal is to send it high and land hard, nothing beats the Kraton’s stiff springs, thick sway bars, and shock towers that can shrug off crash after crash. Oil weight between 50–60wt and EXB hardware upgrades take its durability and control to the next level. It’s less plush than the Mojave, but can handle more outright punishment and bigger jumps without complaint.
The Typhon 6S is the tool for those who live for track precision, technical courses, or high-speed runs. Its firm, short-travel suspension and lighter weight make it a scalpel compared to the other two. With careful oil and spring tuning, it can handle small jumps and rougher ground, but it’s in its element on prepared tracks and hardpack, where it’s the fastest and most predictable.
In 2026, the right suspension setup is about matching your car to your terrain and not being afraid to experiment. Keep your shocks well-maintained, log your changes, and adapt based on how your ARRMA feels after every run. That’s how you’ll get the most out of your Mojave, Kraton, or Typhonno matter where you bash.
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